Energy Efficiency Design Index (EEDI) Thomas Kirk Director, Environmental Programs STAR Center, Dania Beach, FL 11 April 2012 SOCP Energy Sustainability Meeting
Environmental Landscape for Shipping Energy efficiency regulations adopted. In force 1 Jan. 2013 Commercial incentives for compliance Incomplete guidelines make implementation challenging Energy efficient designs will have commercial advantage in the future Fuel costs are likely to go up Charterers and cargo owners will favor efficient vessels 2
MEPC 62 (11-15 July 2011) Adopted Regulations on Energy Efficiency for Ships as Chapter 4 of MARPOL Annex VI Enter into force 1 January 2013 Mandatory measures Applicable to ships 400GT Issuance of International Energy Efficiency Certificate (IEEC) Energy Efficiency Design Index (EEDI) for NEW ships Contracted 1 January 2013, or Keel-laid 1 July 2013, or Delivered 1 July 2015 Ship Energy Efficiency Management Plan (SEEMP) for ALL ships For existing ship: by first intermediate or renewal survey after 1 January 2013 3
More on EEDI EEDI to be verified for the 10 ship types EEDI of the first 7 ship types: Attained EEDI Required EEDI At Phase 0, Required EEDI = Reference EEDI Reference EEDI Regression line (EEDI vs. DWT) defined by IMO for the 7 ships types The 10 Ship Types 1) Bulk carrier 2) Tanker 3) Gas tanker 4) Containership 5) General cargo ship 6) Refrigerated cargo ship 7) Combination carrier 8) Passenger ship 9) Ro-Ro passenger ship 10) Ro-Ro cargo ship EEDI not applicable to ships fitted with steam, diesel-electric, hybrid propulsion systems 4
Other Issues Minimum installed propulsion power Apply to new ships of the 7 ship types IACS tasked to develop guidelines MEPC 62/5/19 interim guidelines EE-WG 2/2/8 alternative approach Regulation 21.5 The installed propulsion power shall not be less than the propulsion power needed to maintain maneuverability of the ship under adverse conditions defined in the guidelines to be developed by the organization. Waiver of EEDI requirement (Reg. 19.4) Administrations may waive EEDI requirement for new ships for up to 4 years (contract date) from enter-into-force date Technical cooperation; technology transfer (Reg. 23) Administrations should promote development and transfer of technology to developing states that request assistance 5
IMO Guidelines EEDI guidelines Method of calculation Interim guidelines: MEPC.1/Circ.681 (17 August 2009) Draft guidelines: MEPC 62/5/4 Annex 1 (8 April 2011) Survey and certification of EEDI Interim guidelines: MEPC.1/Circ.682 (17 August 2009) Draft guidelines: ME PC 61/WP.10 Annex 3 (30 September 2010) EEDI reference line MEPC 61/WP.10 Annex 2; MEPC 62/6/4 ( FINAL ) SEEMP guidelines Guidance: MEPC.1/Circ.683 (17 August 2009) Draft guidelines: MEPC 62/5/4 Annex 2 (8 April 2011) EEDI and SEEMP guidelines finalized in IMO Second Energy Efficiency Working Group (EE-WG 2) in 9-13 January 2012 Final drafts presented to MEPC 63 on 27 February 2012 for adoption 6
Other Guidelines EEOI Guidelines Guidelines for voluntary use of EEOI: MEPC.1/Circ. 684 (17 August 2009) EE-WG 2 decided no revision needed Minimum required installed power for maneuverability in severe conditions (MEPC 62/5/19) IACS submitted revised approach Voluntary structural enhancement (MEPC 62/5/22) IACS proposal (EE-WG 2/2/10) accepted and incorporated in EEDI calculation guidelines Calculations of innovative technologies (MEPC 62/5/17) To be further developed by Japan 7
Update from IMO Intersessional EE-WG 2 9-13 January 2012 8
EE-WG 2: Revisions to EEDI Calculation Guidelines Revised text to clarify calculations for shaft generator P PTO and shaft motor P PTI Japan to further develop methodology to account for innovative technologies Introduced new capacity correction factor f c for chemical tankers and LNG tankers Chemical: f c = R -0.7-0.014 for R 0.98; f c = 1 for R >0.98 LNG : f c = R -0.56 R = dwt / cargo tank m 3 f c Adopted changes to capacity factor f i for: Voluntary structural enhancement based on IACS proposal Ships complying with CSR based on China proposal Recalculated f i for iceclass ships based on Norway proposal (large size ice-class ships not included) Retained weather coefficient f w and EEDI weather as optional reporting in EEDI Technical File Clarify for containerships: Capacity = 70% dwt Reference line recalculated with 0.7dwt and x-axis plotted with actual dwt 9
Progressing on EEDI Calculation Deadweight Boosters Correction factor, f c, for chemical and gas carriers Guidelines for voluntary structural enhancement (owner s extra) Correction for CSR vessels Speed Determination f w weather factor EEDI survey and certification Minimum propulsion power or minimum speed 10
Chemical Tankers Chemical tankers carry many different products at any given time where the cubic capacity is the prime design constraint and not the deadweight They are also designed to carry heavy liquid cargoes. Necessary reinforcements increase lightship and reduce deadweight, i.e. EEDI is increased. They have no power reserve to affect a speed reduction They are typically shallow draft/wide beam ships with increased powering requirements due to berth restrictions (depth, length, etc.) They apply triangulation of voyages reducing idle time, leading to maximum fleet utilization with limited ballast legs (short-sea services) 11
Chemical Tanker Correction f c R = Capacity Ratio= (Deadweight)/(Cargo tank capacity) 12
Liquefied Gas Carriers: The Revenge of LPGs 354 ships; 27 LNGC (20 in 110kDWT range) All >200kcbm LNGC above ref line 13
Gas Carriers: Cubic Correction for Diesel Propulsion Lower densities than chemical tankers f c = R -0.56 Consider two reference lines or a consolidated one 14
Correction Factor f ivse for Voluntary Structural Enhancement Instigated by Greece proposed by IACS Concept of reference design Enhanced design without change of material and grade Two sets of plans to be submitted for approval 15
Correction Factor f icsr for CSR Vessels For vessels built in accordance with Common Structural Rules LWT = Lightweight of CSR ship DWT = Deadweight of CSR ship 16
EEDI for Large Ships sent to MEPC 64 China (MEPC 62/6/16) larger bulk carriers and tankers tend to be above the reference line Proposed X be raised 4% above ref line for ships>180kwdt Proposed X by raised 2% above ref line for ships >270kDWT China s Proposal Insert separate line in reduction factor table for large bulk carriers and tankers 17
Energy Efficiency Regulations Verification of SEEMP is for IEEC not for IAPP Reference lines for EEDI for ro-ro passenger ships and cruise passenger ships with non-conventional propulsion will be considered at MEPC 64 Improvements to the ice class correction factors Capacity for containerships to be set at 70% of deadweight. The required EEDI will be obtained from the reference line plotted against 100% deadweight. 18
EEDI Verification: IMO Guidelines 19
Speed Verification A single method of corrections should be applied Transparency in model tests ITTC reviews ISO 15016 on speed verification and corrections ISO 15016:2002 should be revised based on the standard to be developed by ITTC 20
Importance of Model Tests & Sea Trials 21
Accounting for Innovative Technologies in EEDI Japan will develop guidelines 22
f w Weather Correction Factor Japan (MEPC 62/5/3) f w < 1.0 resulting in attained EEDI higher than when using f w = 1.0 Reference line computed with f w = 1.0; inconsistency if attained EEDI calculated with f w < 1.0 Application of f w < 1.0 for EEDI weather (optional) Actual operating conditions 23
f w Weather Correction Factor f w = 1.0 for EEDI But do not neglect heavy weather in the design 24
Minimum Installed Propulsion Power Regulation 21.5 of Annex VI The installed propulsion power shall not be less than the propulsion power needed to maintain maneuverability of the ship under adverse conditions defined in the guidelines to be developed by the organization IACS and Industry Associations co-sponsored MEPC 62/5/19 proposing interim guidelines Post-MEPC 62, IACS conducted further work with view to firm-up interim guidelines using the simplified approach 25
IACS Draft Guideline on Minimum Power Compute thrust in adverse weather Compute advance ratio J Compute RPM Compute power Check torque-speed limit 26
The Simplified Approach in Proposed Interim Guidelines Define adverse condition as a one-month or one-week return period weather in North Atlantic Ship is said to have sufficient installed power to maintain maneuverability in adverse condition if it could In full-load condition perform an advance speed of x knots in co-aligned head wind and wave with defined wave characteristics Generally holds true for ships with Froude number of less than y and above waterline lateral area to below waterline lateral area ratio of less than z Sufficient rudder area 27
IACS Work Plan Focus on three ship types tankers, bulkers and containerships Operational feedback Identify lower-power ships and collect actual operational experience of these ships in maneuvering in adverse conditions Analyses Calculate advance speed of chosen ships in the two defined adverse conditions Purpose to select the more reasonable condition and to set a value for x Assess course-keeping ability of chosen ships Purpose to set values for y and z Formulate criteria by means of which ships may be exempted from assessment Revise interim guidelines; industry consultation; make submission to IMO 28
Sent to MEPC 64: October 2012 Minimum power and speed Reduction factors for large ships Sea trial standards Tank test standards Hull and propeller performance standard EEDI for ro-ro and cruise passenger ships LPG and LNG EEDI reference lines 29
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